Fuel-oil supply system



Feb. 16, 1937e J. l.. TAYLOR 2,070,932

l FUEL OIL 4SUFPLIY SYSTEM Filed sept. ze, 1931 l 2 sheets-sheet 1 3 1 w (Q1/,342 25 2 A ff ...3.

3 N l. A

NVENTOR.'

Feb. 16, 1937. J, TAYLORA 2,070,932

FUEL OIL SUPPLY SYSTEM Filed Sept. 26, 1931 V 2 sheets-sheet 2 I INVENTOR.

UNITED STAT-Es PATENTl oFFicE: f

Fun-oil. SUPPLY SYSTEM John Leonard Taylor, Milwaukee, Wis.A Application september ze, 1.931, serial N0. 565,2sz

denim.

This invention relates to improvements in fluid -supply systems and particularly to such as are applicable to supply fluid fuel to internal combustion engines of the Diesel or other types.

. An object of the invention is to selectively control and vary the volume and pressureof the oil supplied a fuel distributing conduit manually or automatically.

A further object is to assure an accurate and -10 complete fuel charge for each .fuel-oil injection vanced to atomizer nozzles through their respec- 2 tive fuel pumps, and tosupply the nozzles with a fuel-oil medium by dependently acting pumps and accumulators; the attaining of a variable de'- livery of fuel-oil through the use of a fixed stroke injection pump and a resiliently urged accumula- 25 tor; to predetermine the supply of fuel-oil', dining periods when an engine governor is not functioning, or upon other occasions. independently of the governor. 3-0 A further object is to provide for manual control of a fuel supply to an engine nozzle independently of a governor.

Further objects are to providemeans.- to safeguard an engine against excessive speed during 35 stopping an engine supplied by such a fuel system; to provide for individualadjustment of a plurality of'irtjection pumps to obtain proper distribution of fluid supplied through a restricting throttle; and to provide facilities for automatically withdrawing from the fuel medium, air, foamy-oil, or other 'undesirable matter. v

A further object is to generally improve the construction and operation of systems of the class 5 disclosed, and further objects and advantages will appear as the specification proceeds.

The recited objects are achieved through the novel arrangement of structure described in the following specification, particularly pointed out in the appended claims, and illustrated in the accompanying drawings; the latter being indexed as followsz- Fig. l is a sectional elevation of a piston valve assembly including a' fragment o; its' associated 55 governor means.

such manual control; to provide for instantly (ci. 12a-139) Fig. 2 is a top plan lview of the mechanismv shown in Fig. l:

Fig. 3 is a vertical sectional view through the head of a fuel injecting pump and associated valve parts. Y

Fig. 4 is a sectional view on line #-4 of Fig. 3.

Fig. 5 is -a sectional view of an end portion of fa fuel distributing conduit.

Fig. 6 is a section on line 6-8 of Fig. 2.-

Fig. 7 is a ditic representation of an lo engine embodying the invention.

Similar reference characters apply to like parts throughout the several views. The assembled groups are here assumed to be connected up in an approved manner consistent with the eiiicient l5 handling of fluids under pressure, so that, a de'- tailed recital of elements, such as leak-proofing adjuncts, or threaded connections. packing gaskets, etc., need not be specifically described where such adaptations are readily understood to ap- I PBL It is to be understood that the disclosed structure is intended for use with any fluid to which it is'or may be found adaptable, and that, accordingly, wherever the words oil", fuel, or liquid" occur in this specification, they are to be given the broadest interpretation consistent with the prior art.'

Referring to the drawings, the character E, Fig.

I l indicates a bracket or similar member, either integral or fixed with a Diesel or similar engine, and extended to offer an annular band-like. or sleeve portion E l and a table portion E2. The said band portion El embraces a slidable spring-casing C having trunnions CI fixed therewith adjacent the brim of the casing. The said casing is supported by an embracing fork or other suitable movable element F in the present instance offering terminal slots f wherein the aforesaid trunnions nd pivotal freedom to provide af mechanism capable of rising and falling movements. l

A governor-rod R, Fig. 1 in the present instance axially aligned with the casing C, rigidlyl attaches to the under face of a disc or plate D, between which disc and the bottom of the lcasing C is confined in the present instance a spring S coiled about the said governor-rod. The fork F has a hub portion FI and is fixed with a shaft P,

the latter being suitably journaled in suitable described presently.

Above-discV D and generally in line with governor rod R is a piston valve assembly supportedin the present instance by a bracket B which latter is suitably formed to permit fixing same toV Ai the bracket or table portion E2. The said assembly comprises a valve block I spacedly positioned above the sleeve EI. The said block I has a central bore 2 therein for receiving a' reciprocable valve-piston 3 which latter is coupled VIl() to the upper face of the disc D. A spring 4 is engaged between a portion of the block I and the said disc -for assisting in depressing the piston 3, in opposition to above mentioned spring S. The governor, not shown, isconnected, in the l5 present instance, to tend to pull the governor rod R downwardly upon increase of engine speed,

- and any force exerted by spring S opposes this movement. The piston 3 is machined to provide a chamber 5 in the bore 2 for connecting together, or preventing a connected relationship between a uid conduit 6, leading from a source of uid under pressure Iia including any suitable or well known tank, pump, and relief-valve, or other suitable combination, as shown in Fig. "I,

the details of which form no part of the lpresent invention, and a similar conduit 1, through means of an intervening counterbored groove 3 concentric to the bore 2. Through the aforesaid element 6-8-1, the fuel-oil medium which farther on supplies one or more atomizer nozzles N-N, Fig. '7,' common to motor cylinders Ila-8e. The present disclosure concerns elements normally included in a singular or multiple atomizer nozzle assembly, which may occur between the structures of Fig. 1; and a dead-end of the conduit 1 shown in Fig. 5. The structure shown inFig. 3 would, of course,`be repeated at each nozzle N,

and the said unit will be understood as being close by or in immediate connection with the 40 assembly illustrated in Fig. 3 by means of above mentioned conduit 1. Owing to the normal running clearance about piston 3, some of the uid oil will find its way up and down the bore 2 in film-like quantities, and this oil will be collected 45. at annular counterbored grooves 9 and I0 from which the recovered oil will be directed through the tube II, shown dotted, to any suitable con tainer. The valve-piston 3 terminates with a convex end 3' protruding beyond the 'block I far enough to be affected by a pivoted lever I2, under-cut to offer an inclined wedge-like surface I3, which provides a cam relationship between 3' and I3 for sliding the piston 3 longitudinally when it is desired to shut off the engine, or, graduate the communication between chamber 5 and conduits 6 and 1 which latter lead, respectively, to and from the valve block I. The pivoting of lever I2 includes a locking-washer to which will frictionally arrest the said lever in any of its radial positions.

Beneath the engine body E is suitably journaled a shaft Il upon which is xed a worm I5- in mesh with the segment G. The tooth-angle of these inter-geared parts is such in the present instance that same will-*remain locked for any position they may assume although any other suitable connection between shaft I4 and fork F is contemplated as equivalent. The opposite end of the shaft Il carries a hand-wheel IB xed therewith and a similarly mounted spur-pinion I1. The hand-wheel may conveniently be graduated to-provide indicia allgnable'with a. suitable index or the like which will permit setting the wheel readily for whatever running condition vr may be desired. The pinion I1 ism nieshwlth a suitably guided rack-rod I8 for allowing convenient operative rotation of the shaft Il from some remote location which convenience is essential in certain installations. Othermeans of remote control of the wheel I6, and its associated 5 parts are contemplated, the particular remote control structure forming no part ofthe pres- ,ent invention. It will be readily seen, that, with the elements just set forth the fork F can be rocked to raise or lower the casing C thereby l0 aecting the spring S and its associated parts for varying the load on 'said spring. This action alects the piston 3 varying the ow of fuel-oil through the distributing conduit 1, increasing the ow if the casing is raised and reducing or l5 shutting off the flow entirely if the casing is lowered. Any desired condition of operation of the engine may accordingly be obtained, or the* engine may be stopped, by proper manipulation of the wheel I6. A quick stop of the engine may 20 be had by using'v handle I2 to force `valve 3 down into closed position, and the handle may also be used tolimit the maximum opening of the valve by merely adjusting it to suitable intermediate positions. By adjusting spring S for a maximum 25 speed, handle I2 may serve as a -hand throttle for manual control of the engine throughout its speed and power range.

In Fig. 3 vis shown a valve-set to which is attached a conventional injection pump body I9 30 within which body reciprocates a piston 2|), actuated by suitable engine-driven means 20a. The fluid displacement capacity of the piston 20, during the crankshaft-angle of injection period, in

` the present instance is less than the fuel-oil vol- 35 ume actually required by the connected atomizer nozzle during the time said atomizer is in operation. .The total delivery volume of puinp 20 is actually in excess of the amount required by an atomizer, but a portion of the pumps stroke is 4l) used up in the extensibility of the pipe line between the pump and nozzle, and in the small amount of compressibility which is possible and which becomes appreciable in liquids when sub'- jected to the'extremely highpressures here con- 45 cerned.

In systems of the present type, there is a short time interval between the building up of pressure at the pump and the building up of a corresponding pressure at the nozzle, this interval or ."fuel 50 lag being due to various factors including those just discussed, and possibly others unknown. It becomes particularly important in an engine operating atl high speeds, and may lead for example to developing excessive pressures in the neighbor- 55 hood of-the pump, and also in its operating mechanism, these occurring either before, or during the injection period. An organization is accordingly desirable which, while timing the in- 'jection accurately while operating at high speeds, 60

will avoid the development of such excessive pressures, either in the piping, .the pump, or its actuating mechanism. This discrepancy in volume is for the purpose of avoiding such excessive pressures andis due to the intentional 65 avoidance of a large area piston having a short stroke and high total cam-pressure, in favor of a small area piston with along stroke and lowvtotal cam-pressure. The insufficiency of pump Isl- 20 is supplied by an auxiliary rpump oraccumulator 70 means described later on.

Elements in the aforesaid valve-set include a housing 2| suitably unitedto the pump I9 in a uid tight manner. The said housing is opposedly apertured toaccommndate sections of '75 30' into the piston bore suitable or well known type vwhich will be located` valve-set illustrated in Fig. 3. This assembly of- The lower wall of the conduit I in the housing 2 I has an opening 22 adapted to be regulated by an adjustable valve 23 whose threaded stem 24 is end-slotted in the present instance to allow for screw-driver adjustment the stem passing through a cup-like closure 25, which latter, in

turn, is closed by a gland 23 adapted for compressing any appropriate-form of packing X, thus offering a conventional stuffing-box for the adjustable stem 24;` the adjusting feature of the stem 24 is, in this instance, a highly important provision which allows separate or independent adjustment of the several pumps to determine independently the amount of fluid delivered to each nozzle. It is thus possible with the single throttling or governing device or valve I-3 etc.. to regulate an engine having a plurality of cylinders such as that diagrammatically indicated in Fig. 7, proper distribution of the throttled supply between the individual cylinders being readily effected through the individual adjustment of the valves 23.

Each pump I9 is provided in the present instance with a pair of check valves 21 and 28 acting in series to prevent flow of uid from the cylinder I3 back into conduit 1, this arrangement being desirable to effect a satisfactorily tight seal in the face ofthe extremely high pres- A sures developed. Valve 21 engages afsuitable seat disposed about opening 22, while valve 23 engages a seat disposed about a port 23 communicating with openings l3l) in a cage member l3l arranged substantially axially of bore I9' and between it and above mentioned ,opening 22. Valve 21 has a stem suitablyguided in cage 3i. and valve 23 has a stem suitably guided in a diaphragm 3l', having openings 30 for admission of fluid into bore i9'. The valves are continuously urged toward their respective seats by springs 21' and 28", whose resilient properties are predetermined to give desired opening pressures or other character-l istics. The valves, together with valve 23, ac-

cordingly perform a metering function in addition to their operation as check valves. i.

The fluid ow during downward movement of piston 20 is indicated by the feathered arrows, the fluid passing through the openings 22, 30, 29 and I9. A conduit 32 leads fuel-oil fromsaid lbore I3' during upward movement of pistoni 20 to an atomizer nozzle `N of able injection pressure upon the fuel-oil passing -through the conduit 32 4the pump,

in the neighborhood of this pressure not being reached at the nozzle until an instantv later asabove explained.

The spring 35 ls'encased .within-acasing 36, which latter is suitably adjustable. for example by beingv threaded into the accumulator body 33 to allow for adjusting the tension of the aforesaid spring. The pressure in the pump ,cannot go materially above that for which the spring 35 is set, and this pressure is sufcient for satisfactory injection, any lag introduced by the action of the accumulator being readily corrected by suitably timing the pump piston 20.

It is of course` understood thatthe complete cycle of the pump and accumulator vtaires place direction but which will yield erted by the of-fluid into the engine cylinder after the desired injection period.

The terminus or dead-end of the conduit 1 is illustrated in Fig. where means are shown for allowing the escape of air, and other particles likely to follow foamy or aerated uids, here indicated by the dotted arrows. 'I'he dead-end of a nal section of tubing T is closed by a combination fitting 31 which provides a bleeder-valve 3l adapted to control anaperture 39 located at a highpoint" in the conduit 1 where air, etc. ul-

timately arrives. The valve 33 is kept open sothat a neglible quantity of the fuel-oil is purposely allowed to drip through along with the escapling particles and air. This oil discharge passes through va nipple 40 in which is arranged a sight opening 4I for observation purposes, the said discharge'beingdirected through a pipe 42 to any Asuitable container, preferably to fuel source 3e.

The mechanism illustrative of the invention above described includes a conventional engine governor whose rod R is shown in the drawings, and the usual supply oi! fuel-oil 3* under suitable pressure for insuring efficient engine operation. The fuel-oil is introduced through the 'conduit 6, supplying the movable piston-valve in the block I where the governor, through the rod R, and valve member 3,- controls the volume -of fuel passing the valve, and incidentally the fluid pressure' passed at this point tothe distributing conduit 1. It will be obvious that the govemors force can be modified through the'hand-wheel group acting on spring S, or the governor may be temporarily rendered-inoperative when desired, as for example in starting the engine. Changing the effective force of spring S will operate to 'change the engine speed at which the governor and spring S will reach a state of balance or equilibrium, and accordingly result in a new engine speedunder governor control. For each injection'pump in the system means are provided'for individually adjusting and controlling conditions thereat, which comprisey the above. described metering fers a valve 23 which may be adjusted for affecting a particular atomizer nozzle. as above defuel fluid in conduit 1 which will be, at times.'

under a pressure that is less than the force exsprings 21'28'. The variation in pressure will depend upon the behavior. of valve 3 which moves under control of the governor to allow an increase of pressure or a reduction of pressure within the conduit 1 accordingly as more or less fuel is necessary to maintain the desired -I engine speed. The required pressure to open the valves, 21-23, will always be high enough to maintain conduit 'I completely full of fluid whereby any air, foamy fluid, etc., will course upward,

and onward, as per dotted arrows, towards 'the egress provided in the tting 31. Fluid-oil in conduit 1 will illl all of the chamber L and such chambers as occur below it to an extent depending upon the diiference'ln pressure affecting the valves 21- 28 caused by the downward movement of piston 20 and the increment of time during which said dierenee in pressure is exerted.` The cylinder bore I9' is thus filled during each suction stroke toan extent determined by the pressure in conduit 1, the springs 21 and 28' being proportioned to apply a predetermined load or resistance to the valves, and whatever fluid finds its way to bore I9is expelled by the following discharge stroke of the piston. The volume of uid in each charge is accordingly dependent upon the pressure in conduitj, and that, in turn, is dependent upon the degree of opening ofvalve I-3. The action of the `governor in controlling this valve accordingly keeps the speed of the engine substantially constant.

When it is desirable to change the engine speed,

a change in -the force of spring S through the manipulation of hand wheel i8 will accomplish this, and if manual, or non-automatic" control is desired, the force of spring S may be largely- Y increased andthe valve controlled by hand 'lever -I2 which will then operate like a hand throttle. Even in thisv event, however, the governor remains "on guard, as it were, and in the event of excessive 'engine speed through inattentlon,

failure of-load, or the like, may overcome spring the pumpbefore the said pressures could be transmitted to the atomizer, andincreases the effective delivery volume of thepump after the atomizer opens, permitting the use' of a relatively small, longstrokepiston,l and thus-reducing the stresses in its operating mechanism.

Having described the invention what is claimed and desiredto beprotected by United States Iietters Patent ist- 1. In a fuel supply for an internal combustion,

tion of an imperforate conduit connected to supply said pumps from'saidsource, a single throttle interposed in said conduit and arranged to control theiiowofgfuel to all of said pumps. means for changing the-setting of said throttle, and inletV check valvesf'cr said pumps having resilient means yieldingiy. maintaining them in closed pni siti'on,'and Varranged to vyield only upon the de-A velopmentof a predetermined pressure difference between saidconduit and` the'dnterior of said engine including a'. source of fuel under pressure,

and a plurality of injection pumps, the combina-1` tion of an' imperforate `conduit connected tosupply said pumps Vfrom. said source; a single throttle interposed in'saidconduit and operative-to ccn- Vtrol the iiowof fuel'to all 'of said pumps, means for changing the setting of said throttle, and an inlet check valvefor each pump`each check valve having means yieldingly maintaining it in closed position, and arranged to yield only uponA the development of a predetermined pressure difference between said conduit and the interior of said pump, and each pump having an additional valve adjustable to 4restiict'the. ilow into the interior of said pump independently of the above -mentioned check valves, said additional valves constituting means for insuring the correct distribution of fuel passing said throttle, among the several pumps. j

3. In a .fuel supply for an internal combustion engine including a source of fuel under pressure, and a plurality of injection pumps, the combination of a conduit connected to supply said pumps from said source, a single throttle interposed in said conduit'and operative to control the ow of fuel to all of said pumps, means for changing the setting of said throttle, an inlet valve for each pump, each valve being independently adjustable to restrict the ow of fuel into the interior of its associated pump, said valves constituting means for insuring the correct distribution of fuel passing saidA throttle among the several' pumps.

4. In a fuel supply for an internal combustion engine including a pump cylinderand a fuel injection nozzle the combination of a piston readapted to supply said injection nozzle, a piston.

reciprocable in said accumulator cylinder, and

resilient means urging said accumulator pistonv in a 'direction to expel fuel from said cylinder, said means being constituted to yield only in response to pressures suflicient to satisfactorily atomize fuel through said nozzle.

5. In a fuel supply ,for an internal combustion engine including a source of fuel under pressure and an' injection nozzle, the combination of a cormuit, an injection pump supplied'from said source through said conduit, and having a pump cylinder, a discharge duct leading from said pump and adapted to supply fluid to -said injection nomle, a fuel accumulator adjacent said pump and having'a fuel passage in open communication with said -pump cylinder and communicating with said discharge duct, said accumulator comprising an expansible chamber including resilient means arranged to resist expansion of said chamvber and constituted to yield only upon development f a predetermined pressure in said accusource through said conduit, and having a pump cylinder, Va discharge duct leading from said pump and adapted tok supplyfiiuid to said injection nozzle, a fuel accumulator adjacent said pump and having a. fuel passage v in open communication with said pump cylinder and communicating with said discharge duct, said accumulator comprising an expansible chamber including resilient means arranged to resist expansion of said chamber and constituted to yield only upon development of a predetermined pressure in said accumulator suitable' for operation of vsaid nozzle,I

and a throttle interposed in said conduit and arranged to control the flow o f-fuel to said cylinder.

7. In a fuel supply fora high-speed internal combustion englnefincluding'a` pump cylinder and a fuel injection nozzle, the combination of "a piston reciprocable insaid cylinder, an accumulator cylinder-adjacent thereto, and in open communication with said pvump cylinder, `a discharge conduit communicating-with both said cylinders and arranged to supply said injection nozzle, and :having dimensions productive of a y I a,o7o,osa

liquid hammer effect when euppued with liquid in impulses at high speeds. a piston reciprocable in said accumulator cylinder, and resilient means urging said accumulator piston in a direction to expel fuel from said accumulator cylinder, said means being constituted to yield only in response to pressures in said accumulatorcylinde'r above l those necessary to satisfactorily atomize fue! through said injection nomle, but within vthose 10 which would resuit'ln 'said conduit from said liquid hammer eilect, said pump havin 'a bore and strokeso constituted as to give a rate of displacement less than the rate of injection desired at said nozzle whereby said accumulator may receive a portion of each fuel charge prior to building up of injection pressureat said nozzle, and add said portion to the remaining portion oct the charge coming from said pump \when requisite pressure is reached at said nozzle and iluid flow commences. A

' JOHN LEONARD TAYLOR. 

